Transmission



' Dec. 1 1939. c. K. BUTZBACHET AL 2,183,485

' TRANSMISSION Filed Dec. 24, 1937 :5 Sheets-Sheet 1 MWZM ,A TTORNEY.

IN V EN TOR.

Dec. 12, 1939.

O- K. BUTZBACH ET AL TRANSMISSION F'ile'd Dec. 24, 1937 3 Sheets-Sheet 3AT'TORNEYI great benefit in lowering engine speeds and iof a freewheeling clutch mechanism under the 1 tive characteristics of thevehicle due to the in- After the Overdrive has been effected and the .15

erator of an automobile frequently finds himself hicle back into, directdrive- This operation leeks 20 in overdrive he finds the lack ofacceleration come into proper elinement and synchmmsm- 25 sary period ofti operator and can be actuated whenever it is de- 30 transmissionwhenever traflic conditions are such assembled on the transmissionhousing and may 36 While previous mechanisms of .this type have J tory.As far as we are able to determine, this transmlssmn are m propercondmon v Y ,Patented Dec. 12, 1939 t f 2,183,485

UNITED STATES PATENT OFFICE TRANSMIS SION Orville K. Butzbach and HaroldE. Churchill,

South Bend, Ind., assignors to The Studebaker Corporation, South Bend,Ind., a corporation of Delaware Application December 24, 1931, SerialNo. 181,491 14 Claims; (01. lea-3.6

This invention relates to transmissions and the mechanism wil fu o in aspecific a r more particularly to transmissions embodying under givenconditions. overdrive mechanisms embracing a planetary We P p in thePresent invention to gear system adapted to automatically engage in videa planetary system for overdrive which has response to predeterminedspeed relati n bea sun gear normally locked against rotation so 5tween,the driving and driven gears of th tr n that the drive from theoutput shaft of the transmission mechanism, I mission passes through theplanetary gear sys- Whilev overdrive mechanisms in connection tem andthus Provides the Overdrive qu with automatic transmissions have provenof This mechanism is Operated y the employment bration during theengagement of the overdrive manual Control Of the Operator which, ethereby creating a smoother and quieter ride at geged, allows theOverdrive m ch sm t come high speeds; they h th disadvantage of intooperation when the vehicle speed exceeds creasing, to an appreciableextent, the accelerathe engine sp by a predetermined tverse ratio of m tr speed t propeller haft hicle is progressing under such drive theoperator speed and consequently the quick pick-up or acmay, WheneverConditions 50 require, manually celeration desired under trafficconditions is lackrelease the gear for rotation thus rendering ing, Forexample, i country. driving the the overdrive inoperative and throwingthe vebehind a slower moving yehieie when omcoming the vehicle in directdrive until such time as the traffic prevents him from passing. Hisspeed may Operator depresses his clutch pedal n releases drop down t 40or 1 p hour and when the control mechanism whereby the overdrive anopportunity presents itself t t car 'stih is then automaticallyreinstated as the parts under such conditions makes such passing ex- Itis one of the a Objects of h P e ent intremely-hazardous. This mayresult in serious Vention Provide a control mechanism accidents or forceth operator o remain sociated with an overdrive system of this type hindthe slowly moving ehi for an unneceswhich is under the direct manualcontrol of the The present inventi h as it primary Object sired to makeuse of the acceleration characterthe providing of control mechanism forlocking istics o the vehicle r ny pu p the overdrive into a unitary masswhile simul- Another Object-0f the P t. i e n is t taneously effecting ad t; drive through the provide such control mechanism which can be as torequire-the normal acceleration or pick-up be operated from a remotePoint e as the for passing vehicles in trafiic. This control hicleinstrument board through flexible cable conmechanism is also effectiveto restore the overneetiensdrive whenever desired by operator; A stillfurther feature of the present invention is the provision of anoscillating mechanism associated with the sun gear locking meanswhereemtion and may be controlled solely by prede by the restorationpfoverdrive is conditioned termined actuation of the accelerator pedal,such upo-n tt-le proper atmement of the parts of oscillating mechanismso that overdrive will be mechanisms have not proven entirelysatisfaceffected only when the various elements. of the u been developedwhich are fully automatic in 0pis due mainly to the necessity ofmaintaining a In this connection we f bl employ a certain nicety ofbalance between the various' lockingpaw'l which is adapted to lock t Sunshifter speeds and the centrifugally controlled g t an osciiiatmg memberto g i the Sun clutching and declutching mechanisms. Unde gear againstrotation. The oscillating member is certain speed conditions andacceleration requireconfined by resilient means in position with rementsdifliculty has been encountered to restore spect to a fixed part of thehousing in such a direct drive required for acceleration therebyinmanner that upon manual withdrawal of the creasing the hazards becauseof the inability of pawl the oscillating member actuates suitable theaverage Operator to ascertain w et e or not means for holding the pawlagainst accidental reengagement. This same oscillating member iseffective upon release of the manual operating means to conditionpredetermined parts of the mechanism for relocking of the sun gear infixed position. Another feature provided by the present invention is theemployment of control means for the overrunning clutch mechanism wherebythe free wheeling portion of the overdrive can be conditioned foroperation prior to-starting of the vehicle and will automatically moveinto proper operating position during the normal shifting movementsnecessary to bring the vehicle up to speed. This is accomplished bymeans of the energy storing mechanism whereby the .free wheeling clutchis normally biased into operating position but is restrained from suchposition until a clutching operation allows the driving and drivenportions of the transmission to move into predetermined speedrelationships.

Still another feature of the present invention is the provision of acentrifugally operated clutching device for cutting the overdrive intooperation only -after the free wheeling clutch has moved into itsoperating position and which remains in actuated position during theperiod that the operator looks out the overdrive to gain the benefit ofrapid acceleration.

Another advantage secured by the present invention is the provision of asimplified latching mechanism associated with the clutch pedal forretaining the pawl actuated mechanism in operative'position to preventaccidental reengagement of the pawl during the period that accelerationis required in direct drive and which is readily releasable upondepression of the clutch to allow reinstatement of the overdrive.

Still another feature of the invention resides in the compactarrangement and mounting of the parts incident to the control mechanismso that they require a minimum of space and can be disposed in suchposition as to require no' redesigning of the transmission constructionor the mounting therefor.

Other objects and advantages of the present invention such as theeconomy and simplicity of design of the manual control mechanism. willbe readily apparent from the following detailed description which, takenin conjunction with the accompanying drawings, will disclose to thoseskilled in the art the particular construction and operation of apreferred form of the present invention.

In the drawings:

55 Figure 1 is a side elevational view of a transmission and associatedparts of a vehicle embodying the present invention;

Figure 2 is a transverse sectional view through the rear portion of theconventional transmission, overdrive and free wheeling mechanism.

Figure 3 isan enlarged elevational view of that portion of thetransmission including the control mechanism and its associated latchingmeans;

Figure 4 is a sectional view taken substantially on the line 4-4 ofFigure 2 showing the sun gear locking mechanism in locked position;

Figure 5 is a view corresponding to Figure 4 showing the locking pawl indisengaged position; and

Figure 6 is a transverse sectional view takensubstantially on line 6-6of Figure 4 showing the details of the locking pawl mounting and latchmechanism.

Referring now in detail to the drawings, we have disclosed in Figure 1 aportion 01 an automotive vehicle including the front fioor 5, theinclined foot board portion 6, and the instrument panel 1. Mounted belowthe foot board and floor portion we provide the transmission indicatedgenerally at 8 which at its forward end is secured to the bell housing 9enclosing the clutch mechanism, this bell housing in turn being pilotedin the fly wheel housing of the engine indicated generally at Iii. I

It will be noted that the transmission housing 8 consists of two parts,the conventional change speed transmission portion being indicated atl2.

and the housing for the overdrive mechanism being indicated generally atl3. Extending axially from the housing enclosing the overdrive mechanismis a drive shaft having a companion flange I4 which is secured throughthe universal coupling IE to a propeller shaft or torque tube I 9leading to the rear axle assembly. Extending through the foot boardportion 6 in the forward portion of the vehicle is the clutch pedal i!which is connected through the arm I 9 to a stud pivot I! carried on theside of the transmission housing, the arm I8 being in eflect' a bellcrank lever havingthe opposite end thereof connected as at to anadjustable link 22 leading through suitable linkage 29 to the arm at 24connected to the clutch operating shaft 25 projecting through the sideof the clutch housing. I

The transmission l2 may be of the type shown more in detail in thecopending application of Leo O. Burt, Serial No. l73,312, filed November8, 1937,-and in such casediflers from conventional transmissions in thatit is mounted on what might be termed its side with the gear shift leversupporting pedestal 26 extending from the top wall thereof at onelateraledge through the floor board 5 and providing a universal supportfor the gear shift lever 21. The housing II, in the present embodimentof the invention, is provided with a side plate 28 which may be removedto allow inspection of the shifter mechanism and the gears and othercooperating portions of the transmission and at its rear end is providedwith a flanged portion 29 to which is secured the flange 30 of theoverdrive housing i3, there being an adapter plate 32 interposedtherebetween.

Inasmuch as the present invention is not concerned primarily with thedetails of the change speed mechanism, it is not believed necessary todescribe the same in detail herein and reference should be made to theabove mentioned copending application for a fuller description of thetransmission itself. The particular features of novelty of the presentinvention are in no way dependent upon the type of transmissionmechanism incorporated in the housing i2 and it is to be understood thatthe present invention may be applied to any standard type ofconventional change speed transmission which may be employed in theautomotive field.

Considering now Figures 2 and 3 in detail, it will be noted that themain shaft of the transmission is suitably journaled in bearings 42carried in an axially extending recess formed in the adapter plate 32and located in the end flange 29 of the housing i2. The shaft 40 isprovided with helical splines thereon on which is mounted the gear 43which is adapted to be shifted axially by the gear shift lever 21 toeffect certain of the gear ratios for driving the shaft 40. A countershaft 44 in the housing i2 is adapted to serve as a support for theidler gear 45 forming an'additional portion of any desired conventionaltransmission mechanism.

' the propeller shaft,

' 51 formed in the rear, endof the housing and the member 52 and shaft54 are journaled- The shaft 48 has an extending portion 48 whichprojects for an appreciable distance into the housing I3 and is providedwith a splined end 41 on which is mounted a clutch member 48 which isadapted to be conjointly rotated wi the shaft 41. The member .48- has anextending cylindrical hub portion 49 which about its outer annularsurface forms a race for receiving the anti-friction members, 58providing an overrunning clutch between the member 48 anda second clutchmember 52 which is mounted thereon and which has a reducedaxiallyextending portion 53 terminating in a splined end or shaft portion 54adapted to receive the companion flange I4 of the universal jointconnection to the flange I4 being held, in position by the lock nut 55threading over the projecting end of the splined portion 54. Suitableoil sealing means 58 is disposed about the hub'of the flange I4 withinthe journal opening for rotation in the bearing members 58 locked inposition in the journal portion of the housing. Mounted about thereduced portion 53 of this member is a small gear 59 serving as a meansfor driving any suitable speed indicating means such as a speedometer orthe like.

The anti-friction members 58 forming the overrunning clutch between themembers 48 and 52 are held in position by means of a retaining member 88which is suitably locked in position on the extending end 82 of themember 48 and thus form a free wheeling mechanism for the transmission.The member 48 is coaxially centered with respect to the member 52 bymeans of the bushing 83 and the bronze bearing ring 84 interposedbetween the inner end of this bushing and the inner end of the surfaceportion of the member 48.

It will be noted that the gear teeth 85 of the clutch 48 and theexternal clutch teeth- 88 formed on' the member 52 are in substantialalinement and are adapted to be clutched together ,by the spaced sets ofinternal teeth 81 carried by the free wheeling clutching sleeve 88. Thissleeve is adapted to have axially sliding movement with respect to themembers 48 and 52 by means of the shifter fork 89 having a yoke or forkportion engaging in the annular groove I8 formed in the external surfacethereof. The sleeve 88 is axially shiftable by axial movement of theshifter arm 89 secured to the shifter rod or shaft I2 which is suitablyjournaled for longitudinal movement in the housing I3.- It will be notedthat the side wall of the housing is provided with a boss 'portion I3adapted to receive a. shaft I4 which externally of the housing hassecured thereto the operating crank and within the housing has securedthereto a rocker arm I8 adapted to have sliding movement on the shaft 12and normally held in inoperative position by means of the coil spring 11encircling the shaft and biased at its opposite end against the normallyextending arm 15 is adapted to be rotated,.to effect compression of thespring 11 and therefore place a biasing pressure upon the shifter fork89 to disengage the clutch teeth 81 from the clutch teeth 85 of themember 48, by means of a flexible motion; transmitting member comprisingthe cable 88 secured by means of the lock bolt 8| to the lower end ofthe arm I5 and extending through the protecting conduit 82 beneath thefloor boards 8 to a control button 83 supported on the instruportion ofthe shifter fork. The

ment panel 1. At its lower end the conduit a2 is supported in positionrelativeto the housing means of a bracket84 secured at one end I3 by tothe flange 38 of the housing and bent outwardly to receive thesupporting clamp or bracket 85 to which the end of the conduit isconnected. The shifter rod 12 is normally held in inoperative positionby means of the spring detent member 88 engaging in the notch 81 formedadjacent one end of the rod but under pressure of a the spring 11 uponactuation of the crank ,16 the rod is urged to the left as viewed inFigure 2 to effect axial movement of the sleeve 88 to. disengage theteeth 81 from the teeth 85 and therefore results in free wheeling drive.Under such conditions, as shown in Figure 2, the detent 88 engages in asecond notch 88 to hold the sleeve 88 in shifted position. v a

It will be n ted that the splined portion 41 of the shaft 48 is alsoadapted to receive, the hub portion 98 of a planetary gear housingmember having a radially extending portion 92 serving as a support forthe stub shafts 93 upon which the planetary gears or pinions 94 aremounted by means of roller bearings. The member. 92 is adapted tosupport a plurality of such pinions at circumferentially spaced pointsand these pinions are adapted to engage a sun gear 98 rotatably mountedabout the portion 48 of the shaft.

. 48. The sun gear is provided with'gear teeth 91 in meshing engagementwith each of the pinions 94 and is normally held in nonrotative positionwith respect to the housing by means to be hereinafter described. I

Surrounding the planetary assembly is a cylindrical member 88 havinginternal teeth 99 in meshing engagement with the planetary gear;

teeth and also in engagement with the external teeth I88 of a housingmember I82 which is adapted to carry a plurality of radially movablepawls I83. These pawls are normally held against vibration or rattlingbymeans ofa spring I84 located within an axially extending recess in themember -I82 and are normally held against radially outward movement byspring mechanism which is not shown. The member I82 together with acooperating closure member I85 form a housing for centrifugally operatedpawls I83 and this housing is normally rotated at a speed proportionalto that of theshaft. 48 through the planetary housing 92-and theencircling member 98 to which the periphery of the housing member I82 isconnected through teeth 99 and I88.

It will be noted that the clutching sleeve 88 of the free wheelingmechanism is provided with an axially extending annular portion having aplurality of openings I88 formed therein. These openings I88 are adaptedto receive the pawls I83 when the pawls are forced outwardly against apredetermined spring. pressure by centrifugal force due to the speed ofrotation of the housing I82. As the pawls move into these openings theyserve to lock the members 98, I82 and I85 to the sleeve 88 andconsequently lock this entire mechanism to the clutch member 52 and thusto the propeller shaft.- However, it will be ,noted that gear 96 iscontrolled to effect selective control of the overdrive mechanism whichincludes the planetary gears 94 and the driven gear 98, reference ismade'to Figures 4, 5 and 6.

The adapter plate 32 which is clamped between the housings I2 and I3 isprovided with a series of axially directed bosses or lug portions asindicated at II 0. Each ofthese lug portions is provided with recessesextending inwardly from the end faces thereof as indicated at II2 whichare adapted to receive one end of the coil spring members II3, theopposite ends of the spring members II3 being seated in similar recessesformed in the lug portions II4 of the oscillating member 5. Thisoscillating member H5 is provided with 3 such radially extending lugportions II4 which are of an arcuate length such that a slight clearanceis provided between the ends of the portions I I4 and the ends of theportions IIO, thereby providing for slight oscillation of the member II5with respect to the fixed lugs of the plate 32. The amplitude of suchoscillations is controlled by the size and capacity of the springs I 3.

Adjacentthe inner end of the sun gear, that is the end adjacent thebearings 42, we provide a control member I I6 which has an internaltoothed portion III meshing with the external teeth 91 of the sun gear.The member I I6 is provided with an axially offset radially extendingportion providing intermittent cam surfaces and recesses, the camsurfaces being indicated at H8 and the recesses being indicated at H9.The member H5 is adapted to extend between the depending end flangeportion I of the member H5 and the inner hub portion I22 of the member32. Surrounding the hub portion of the member H6 and bearing against theinner face of theinwardly extending end flange of'the member H5 is asplit spring member I23 formed at one end with a radially extendingprojection I24. This member is in friction engagement with the annularsurfaces of the member I I 6 in such manner that it tends to rotate withthis member and the radially extending portion I24 is normally disposedadjacent to and projecting into a radially extending slot I25 formed inthe face of one of the extending lug portions II4 of the member II5, asshown more clearly in Figure 5.

The housing I3 is provided with a lateral extension I28 which, asindicated more clearly in Figure 4, projects outwardly at an angle toone side of the transmission. This extension provides a support for anadjustable spring plunger I21 extending therethrough and which isnormally pressed inwardly of the housing by means of a spring I28controlled by the adjustable cap I29 threaded to the outer end of thebushing I30. The spring I28 is adapted to bear against the outer end ofa locking pawl I32 shown clearly in Figures 4 to 6.

The pawl I 32 is provided with a recess I33 in one lateral face thereofwhich recess is adapted to receive a pin or roller I34 carried by alongitudinally shiftable arm I35 having sliding movement in a recessedportion I38 of the adapter plate 32. At its outer end the arm I35 isprovided with a normally extending ear I3I engageable by the rounded endI38 of a bell crank lever I39 plvotally supported on the pin I40 carriedby a bracket arm I42 supported'by means of a clamping portion embracingthe adjustable cap I29. A bell crank lever I43 having one end thereofprovided with a locking no'tch I44 adapted to engage the pin or stud I45of the lever I39 when rotated bracket I42.

The lever I39 is rocked about the pivot I40 by means of the cable I48secured thereto by the nut I41 and extending through the flexibleconduit I 48 to the instrument board I, the cable and terminating in acontrol button I 49 projecting through the instrument panel. By pullingon the button I49 the arm I39 is rotated in a clockwise direction,raising the arm I35 and thereby moving the pawl I32 upwardly against thepressure of spring I28. This moves the pawl I32 from the position shownin Figure 4 to that shown in Figure 5, disengaging the pawl from one ofthe lock ing recesses H9 in which it is normally seated.

It will be noted that there is no positive connection between the armI35 and the lever I38 or between the pawl I32 and the roller I34 so thatupon release of the lever I89 to the position shown in Figure 6 the armI35 is free to move downwardly by reason of the engagement with the pawlI32, the pawl being urged inwardly by the plunger I21 under theinfluence of the spring I28.

When the lever I38 is rotated into position to withdraw the pawl I82from the .notch H9 0! the member Hi, the pin I45 becomes latched in thenotch I44 of the bell crank I43, which at its opposite end has slidingengagement upon the rod I 50 and is normally held in position againstthe stop I52 by means of the spring I53 The rod I50 is pivotallyconnected at its opposite end to an arm I54 formed integrally with orrigidly secured to the clutch arm I 8. It will therefore be apparentthat upon depressing the clutch pedal H the rod I 50 will be pulled tothe right as shown in Figure 6 and the washer I55 carried on the endthereof will engage the end of the bell crank I 43 and raise the notchI44 out of engagement with the pin I 45. Thus, the operator upondepressing the clutch pedal is able to press the button I 49 on theinstrument panel inwardly and move the lever I39 into its normaloperative position shown in Figure 6. This releases the arm I35 forinward movement under the influence 01' pawl I32 and spring I28.

It will be noted that when the pawl I32 is in the position shown inFigure 4 it effectively locks the member II8 to the oscillating memberIII and consequently holds the sun gear 96 against rotation since theoscillating member II5'is confined against rotation by theinterengagement of the lugs H4 and H0. The springs II3 serve as torquevibration dampeners inasmuch as under normal driving conditions themember H5 is urged in a clockwise direction as viewed in Figures 4 and 5and tends to compress the springs on the forward side of the lugs II4.However, when the propeller shaft speed exceeds the speed of the engineor when a coasting condition occurs, the member I I5 has a tendency torock in the opposite direction but is cushioned by means of the oppositesprings I I3. By locking member IIG to the member II5 the sun gear isheld from rotation and consequently the planetary gear system isefiective when the free wheeling sleeve 88 is in shifted position toprovide an overdrlvefrom the shaft 40 through the planetary system tothe sleeve 68 and member 52 into the propeller shaft I6. Under suchcondi tions the engine speed is, of course, reduced and consequently asmoother and quieter ride is provided. However, it may be desirable toobtain acceleration characteristics of the vehicle in irder to pass aslower iuch circumstances it is desirable to release the sun gear forrotation to thereby efiect conven- ;ional direct drive through thetransmission.

In order to describe the various operations incident to the use of thepresent invention it should be first assumed that when the vehicle isready for operation the control button 83 is pushed in which results incounterclockwise movement of the arm 15 and consequently builds upenergy in the spring 11 tending to move the free wheeling clutch sleeve68 to the latch as shown in Figure 2. Upon conventional shiftingmovement of the gear lever 21 and disengage: ment of the clutch operatedby'the shaft 25 the free wheeling sleeve 68 is free to move fromclutched position between members 48 and 52- into unclutched positionwhereby the member 48 is not coupled to the member 52 in any mannerexcept through the overrunning anti-friction members 50. Thismoves thesleeve 68 into position suchthat the pawls" I03 are free to moveoutwardly radially into the openings I06.

The spring tension on the pawls I03 is so arranged that when the vehicleassumes a speed of approximately 40 miles an hour or a similar desiredcut-in speed and the accelerator is momentarilyreleased, the propellershaft speed will become substantially the same as the engine speed oreven slightly exceed engine speed. The pawls I03 thenmove outwardly to.clutch the sleeve 68 to the housing I02 and consequently 'to theplanetary gear system including the member 98, pinions 94 and sun gear96. Since the sun gear is at thistime in locked position the pinions 94serve to drive the internal gear member 98 at a higher rate than thespeed of rotation of the shaft 40 and hence through the sleeve 68 imparta higher speed of rotation to the member 52 and consequently tovthepropeller shaft. The vehicle is now'in overdrive with the engine speedbeing below the vehicle speed.

If it is dsired to gain the advantages of the accelerationcharacteristics of a conventional direct drive the operator merely pullsout the control button I49 which moves the arm I39 in a clockwisedirection thereby raising the pawl I32 and releasing the lockedengagement between the I members H6 and II5.' As a result, the member .II6 tends to rotate in a clockwise direction relative to the member H andconsequently moves the end I24 of the ring I23 from one side of the slotI25 to the opposite side in which position it engages beneath the lowerend I60 of the pawl I32 and holds the pawl against the pressure of thespring I28. This releases the sun gear from its fixed position andconsequently prevents the transmission of rotative force to the member98 through the pinions 94. As a result, the sun gear, pinions andinternal gear 98 as well as the sleeve 68 rotateas a mass with notransmission of torque therethrough and the only torque transmissionefiective on member 52 is from member 48 through the overrunning clutch50. Under such circumstances the transmission is in direct drive withthe free wheeling mechanism in operative. position, and consequently thefull acceleration characteristics of the vehicle can be obtained.

When the operator desires to return to over, drive he depresses theclutch pedal which releases the pin I45 from notch I44 of the arm I43and then pushes in the control button I49 on the instrument board. Thisresults in removal of the end I38 of the lever I39 from engagingposition moving vehicle and under and frees the arm I35 for inwardmovement. The pawl I32 is thereby also freed for inward movement underthe influence of spring I28 but is prevented from such movement byreason of the engagement of the end I24 beneath the end I60 of the pawlI32. However, a slight release of the accelerator pedal results in acoasting effect being imparted to the overrrunning of the propellershaft with respect to the engine shaft and as a result the member II5tends to rotate in a counterclockwise direction with respect to theadapter plate 32 and consequently produces rotation of the ring I23transmission by the which removes the end I24 from beneath the end I60of the pawl I32 and into alinement with the cut away portion I62 of thepawl, thereby freeing the pawl for inward movement.

It will be remembered that during this time the sun gear, the planetarygear and the sleeve 68 are rotated as a unit and consequently the memberH6 is rotated therewith byreason of its meshing engagement with theteeth of the sun gear. As a result, the cam surfaces II8 of the member II6 engage the inner surface of the pawl I32 until such time as the sungear assumes a speed substantially synchronous with the speed of theshaft 40. At this time the relative movement of the cam surfaces II8with respect to the pawl recesses H9 moves into position the spring I28will force the pawl down into the notch II9 to thereby lock the sun gearagainst rotation by the locking of the member Depression of theaccelerator pedal after this has occurred will .result in the car beingdriven through the correct overdrive planetary system. I It will thus beapparent that with the present construction the operator has completecontrol over the overdrive mechanism and is able to engage and disengagethe same at any desired -traflic speed when it is advantageous to employ-shifted the same into conventional drive by operation of the buttonI49. It will be noted that whenever the overdrive mechanism is in use oris adapted for use it is necessary that the free wheeling clutch be infreewheeling position since. it cannot be restored to clutching posi-IIB-to the member 5..

I32 is negligible and as any one of the tion except when the'pawls I03are not rotating at a speed sufficient to withdraw them from theopenings I06. Consequently, at all speeds at which the overdriveiseffective the car is in free wheeling and it is impossible to shift itout of free Wheeling during this time. Also, it is necessary toinitially set the free wheeling mechanism for operation if it is desiredto provide for overdrive at cruising speeds.

The presentinvention also employs certain novel features tending towardmore eflicient lubrication of the various bearings and engaging portionsof the mechanism. For example. it will be noted that the portion 46 ofthe drive shaft 40 is provided with a spiral rib which tends to forcelubricant axially along the. shaft and to discharge the same outwardlyfor lubrication of the bearings 42. At the same time, a portion of thelubricant can, pass through a circumferentially spaced series ofopenings I in the member H6 and through the retaining cap I68 isdirected into the interior of the pinion shafts 93 and thus can bedischarged radially into the bearing assembly supporting the pinions 94on these shafts. It. will be further noted that the bronze bushing I61between the planetary housing 92 and the pawl housing I02 is lubricatedby the axial ports in the stub shafts 83.

It is believed that the present invention provides a simple mechanismfor efl'ecting positive I mechanical control of the overdrive mechanismof a transmission which can be readily assembled and installed inposition and which with the overdrive mechanism can be adapted for usewith any conventional type of transmission. Further, it is apparent thatthe reengagement of the locking pawl between the members H5 and H8 isdependent only upon the more or less synchronous alinement of thesemembers and cannot be forced "into position due to the lack ofinterconnection between the lever I39 and the arm I35 and between thearm I35 and the pawl I32. In other words, inward movement of the pawlI32 under the influence of the spring I28 is controlled solely byconditioning of the parts into proper alinement by reason of theirrelative speed relationships.

It should also be pointed out that the contour of the cams H8 and thecamming surfaces of the pawl I 32 as well as the buffer action of thesprings 3 result in an overdrive mechanism and control therefor which isnot subjected to clicking or clashing of gears during operation.

We are aware that a number of changes in details of construction andarrangement of the parts is possible without, however departing from theunderlying principles of the present invention and we therefore do notintend to limit our invention except as defined by the scope and spiritof the appended claims.

We claim:

1. In a transmission having an overdrive mechanism including a sun gear,a fixed adaptor plate secured to said housing, a member confined forlimited oscillationwith respect to said plate, a locking member fittingin said oscillating member and having fixed meshing engagement with saidsun gear, cam recesses formed in the periphery of said locking member, apawl slidable radially in said oscillating member and normally seatingin onepf said recesses, and remotely disposed control means forselectively withdrawing said pawl from said recess to release said sunear for rotation.

2.111 a transmission having an overdrive mechanism including a sun gear,means normally locking said sun gear against rotation, remotelycontrolled manually operable latch means for releasing said sun gear forrotation, and pedal controlled means for disengaging said latch means tocondition said locking means for reengagement to hold said sun gearagainst rotation.

3. In a transmission having an overdrive mechanism including a sun gear,a cam member secured to said sun gear, pawl means normally holding saidcam member against rotation, a pivotally mounted bell. crank on saidtransmission manually operable to disengage said pawl means from saidcam member, latching means for lock- 8 said bell crank in operatedposition, and pedal controlled means for releasing said bell crank.

15 4. In a on having an overdrive mechanism including a sun gear, a cammember locked to said sun gear, a coaxial oscillating member mounted forlimited oscillation relative to a fixed part of said transmission, apawl norfor .releasing movement only of said pawl, and

remotely disposed means for rocking said bell crank in oppositedirections to withdraw said pawl and to condition said pawl for'reengagement ininterlocked position.

5. In combination with a transmission having a free wheeling mechanismand an overdrive mechanism, aclutch for said transmission, a clutch forcontrolling said freewheeling mechanism and adapted to condition saidoverdrive mechanism for operation upon movement into free wheelingposition, remotely disposed means operative to shift said second clutchto free wheeling position upon disengagement of said first clutch, meansfor rendering said overdrive mechanism inoperative independently of saidsecond clutch, remotely disposed means for actuating said last-namedmeans, latching means for locking said actuating means in actuatedposition, and means operatively actuated by disengagement of said firstclutch for releasing said latching means.

6. Control means for an overdrive transmission having. a sungearnormally locked against rotation, comprising a locking pawlinterlocking said gear to a fixed part of said transmission, means forraising said pawl to gear releasing position, remotely disposed meansmanually operable to actuate said raising means in raising directiononly, latching means for automatically locking said manually operablemeans in actuated position, pedal controlled means for releasing saidlatching means'to condition said pawl for reensagement and meansassociated with said sun gear for permitting reengagement of said pawlupon actuation of said manually operated means in the direction oppositeto its first movement.

'7. Control means for the overdrive mechanism' of a vehicle transmissioncomprising a control button on the instrument panel of the vehicle, apawl normally urged into position to render said overdrive mechanismoperative, lever means for moving said pawl into inoperative position,fiexible motion transmitting means between said button and said levermeans for actuating the same, means locking said lever means in actuatedposition, and remotely controlled means for releasing said lockingmeans.

8. In combination, a transmission having overdrive mechanism therein, aspring pressed pawl normally locking said mechanism in operativeposition, manually operable means for moving said pawl into inoperativeposition, primary auto-. matically operated means in said overdrivemechanism for restraining said pawl in inoperative position, secondarylatching means for locking said pawl-moving means in actuated position,manually controlled means for releasing said secondary latching means tocondition said pawl for movement into operative position, and meansassociated with said overdrive mechanism for actuating said primaryrestraining means to release said pawl for operative movement andcontrolled in accordance with predetermined torque relationships in saidtransmission.

9. In combination, in a vehicle including a trn, a clutch, clutchoperating means, 7;

and an instrument panel, an overdrive mechanism associated with saidtransmission and including a sun gear, means normally holding said gearagainst rotation, means controlled from said L.

panel for releasing said sun gear for rotation, means automaticallylatching said releasing means in actuated position, and means controlledby said clutch operating means for unlatchlng said releasing means toprovide for reengagement of said holding means. g

10. In a transmission havingv an overdrive mechanism including a sungear, means normally locking the sun gear against rotation, remotelycontrolled means for actuating said locking means to sun gear releasingposition, blocking means for holding said locking means in saidlast-named position, and pedal-controlled means operable to render saidblocking meansinoperative to condition said locking means forreengagement to hold the sun gear against rotation. 11. In atransmission having an overdrive mechanism including a sun gear, pawlmeans normally urged into position to lock said sun gear againstrotation, means operable to move said pawl means into sun gearreleasingposition, remotely disposed control means, for said lastnamedmeans, and pedal controlled means operable to condition said pawl meansfor reengage- 'r'nent to lock said sun gear against rotation.

12. In a transmission having a conventional change speed mechanism ,andoverdrive mechanism, said overdrive mechanism including a sun gear and aset of planetary gears, means for locking said sun gear againstrotation, remote control means adapted to be operated independent 01'the power source of the transmission for releasing said first means topermit said sun gear to have conjoint rotation with said set oifplanetary gears, and pedal controlled means operable to permit saidremote control means to be operated to permit said first means to locksaid sun gear against rotation.

13. In a transmission having a conventional change speed mechanism andoverdrive mechanism, said overdrive mechanism including a sun with said'lanetary gears, and pedal controlled means operable to permit saidremote control means to be operated to permit said pawl to lock said sungear against rotation.

14. In a transmission'having a conventional change speed mechanism andoverdrive mechanism, said overdrive mechanism including a sun gear and aset of planetary gears meshing. therewith, a slotted member carriedbysaid sun gear, a radially movable pawl for selectively engaging withsaid slotted member to sold said sun gear against rotation, remotecontrol means adapted to be operated independent of the power source of,the transmission for releasing said pawl to permit said sun gear tohave conjoint rotation with said set of planetary gears, and meansoperated by a clutch pedal to permit said remote control means to beoperated to permit said pawl to lock said sun gear against rotation.ORVILLE K. BUTZBACH.

HAROLD E. CHURCHILL.

